Motor-vehicle.



No. 666,307. Patentad lan. 22, 190i.

J. W. FARNOFF. w

' MOTOR VEHIGLE.

(Application flled .Tune 18, 1900.)

5 Sheats-Sheet l.

(No Model.)

Patented lan. 22, l90l.

J. W. FARNOFF.

MOTOR VEHICLE.

(Application flled June 13, 1900.)

5 Sheets-Sheet 2.

(No Model.)

z .L Illllllllllllllllll Illl II Il Il IIIIIIH H HH' [Illlm ll lll 5Shea ts-Sheet 3.

(No Model.)

No. 666,307. Patented lan. 22, 190i.

' J. W. FARNOFF.

MOTOR VEHIOLE. (Application flled June 18, 1900.) (No Model.) 5Sheets-Shaet 4.

No. 666,307. Panted lan. 22, l90l. J. W. FARNOFF.

MOTOR VEHIGLE.

(Application med June 18, 1900.)

5 shamslmgs.

nvn.. mu

zzzzzz 4 (No Model.)

iJNiTEn STATES PATENT OFFICE.

JAY W. FARNOFF, OF BUFFALO, NEW YORK, ASSIGNORVOF TWO-THIRDS TO HENRYKOONS, OF SAME PLACE.

MoToR-VHICL.

SPECIFICATION formng' part of Letters Patent NO. 666.307, dated January22, 1901. Application flled 'Tune 13, 1900. Serial No. 20,180. {Nomodel.)

To all whom it may concern:

Beit known that I, JAYW. FARNOFF, acitizen of the United States,residing at Buffalo, in the county of Eris and State of New York, haveinvented certain new and useful Improvements in Motor-Vehicles, of whichthe following is a specification. p

My invention relates to motor-Vehicles in which a gasolene-motor isemployed; -but 'it may as readily be propelled by electricity, liquidair, or any other suitable power.

The object of my invention is to provide a motor-vehicle in whichreliability, si'rnplicity, efiiciency, and ease of operation are theesseutial features. These essentials are obtained by providing thevehicle with' my improved mechanism, whereby the guiding or steering ofthe same is accomplished by the motor, to so construct the vehicle es topermit ofreadily applying the brakes With the same lever with which thevehicle is steered, and to aiford facilities for the same whereby it maybe propelled forwardly or'rearwardly or brought to a stop, either beingattained by the movement of a. single lever 'provided therefor.

The invention consists in the novel construction and combination ofparts, as hereinafter fully described and claimed.

The objects of my in vention are attained by the mechanism illustratedin the irc-companying drawings, in which-- Figura 1 is a side elevationof my improved motor-vehicle. Fi'g. 2 is a top plan view thereof. Fig. 3is a frontelevation of the same. Fig. 4 is a, top plan view of therunning-gear, the steering-lever being shown in connection therewith.Fig. 5 is a central longitudinal section through the vehicle. Fig. 6 isa. sectional elevat-ion of the driving-shaft and its attached gen-ring.Fig.-7 isasectionaleleva- Lion' of the steering-shaft and its attachedgearing. Fig. 8 is a longitudinal section taken on line 8 8, Fig. 4,showing the manner in which the gear-segment of the steering mechanismis supported. Fig. 9 is an enlrged transverse section through thesteeringknuckle, taken onl line 9 9, Fig. 4, the xle being shown 'inelevation. Fig, f10 is a' vertical section, on an enlarged Scale, takenon line 10 10, Fig. 5. -Fig. 11 is a. Vertical section on line ll 11',Fig. 10.

Referring to the drawings in detail, like letters of referenceindicatecorresponding parts in the several figures.

A represents the body of the vehicle, which is supported by springsa,secured to the frame B of the running-gear.

C represents the driving-wheels, and C' the steering Wheels. Thedrivi'ng Wheels are revolubly mounted on the rear axle c, which isdivided centrally to form a pocket in which the motor D, lying in a,horizontal position, is supported and hel'd'by iron straps or supportsd, secured to opposite sides of the divided portion of the axle. Thestraps surround the motor .and hold the same rigidly in place. Themotor-shaft d' extends out tlii'ough the casing of the motor and hassecured thereon aibevel-gearE. The motor, like all gasolenemotors, isfitted with the usualsparking-plug,

connected by wi're to the indnction-coil d''a and,

batteries ds, a carbureter d4 also being provided tofurnish it with thenecessary fuel. These accessories are all contained within the body ofthe vehicle and permit of a. construction which is simple andeasy-running under all conditions of usage.

F represents the driy in-shaft lying in a position at right angle's' tothe motor-shaft and monnted in journals secured to the frame of therunning-gear. 'Po the ends of this shaft pinions F' are secured, whichmosh with gear-Wheels C2, secured to the spokes of Ithe drivin'g-wheels(J. Two bevel-gearsf',

mounted loosely on said shaft in a menner to prevent lengthwise movementthereon, are hold in constant mesh with' the bevel-gear E at oppositesides thereof and receive motion therefrom in opposite directions.Formed integrally with vthe bevel-gears f' are hubs, which act as thefixed members of cl'ntches G,

with the shaft and are arranged to slide on the same toward and from thegears f'. These clutches act sim ultaneously in the same dire'ction andare operated by a seriesof levers connected tdthc controlling-lever H,pivpted, as at h, to the body A and position'ed within easy reach of theoperator. This level' is held inA the desired position by engaging itwith one of three teeth formed on a rack h',

also secured to the side of body A. The

`while the shiftable members thereof turn IOO lower end of thecontrolling-levenis secure'd -to a lever 71'. lying in a horizontalposition,

latter being connected at its rear end to both a bell-crank lever h,yoked at its free end to embrace the shiftable member of one of theclutches, and a transversely'disposed lever h', pivoted to the frame ofthe running-gear at about midway between its euds. i To the opposite endof this lever a bell-crank lever h" is pivotaliy connected, which alsohas its free end' yoked to embrace the shiftable mem- `ber of the otherclutch. As shown in the drawings, the controlling-lever H is in itsforward position, which, through the medium of the levers hz h', rod h',and bell-crank levers'h" h", engages the shiftable members of theleft-hand clutch with the fix-ed member thereof and propels the vehiclein one directlon, the right-hand clutch being disengaged meanwhile. Byforcing the controlling-lever backwardly to ngagethe center tooth of.the rack h' the shiftable members of the clutches are made to Ytravelto the left a distance i suflicient to disengage the lefthand clutch andstill 'keep the right-hand clutch disengaged', vin which position themotor may continue to run without imparting motiou to the driving-wheelsC. A furtherv backward movement of the controllinglever eugages'it withthe rear tooth of the rack h' and causes the shiftable members of theclutehes to travel still further to the left when the members of theright-hand clutch.

" forms a simple; reliable, and eifective'device,

dispenses with delicate mechanism used heretofore, and permits'thevehicle to be reversed onstopp'ed almost immediately. To thedriving-shaft F a compensating-gear arrangement- I is secured, whichcompensatesfor the difference in travel of the inner and outerdriving-wheels in rounding corners or`turn-.

ing curves. This, however, is common to velhicles of this character.

J representsa combined steering and brakng lever which is pivotallysecured to a.

ing made w pass through the two, on which the steering-lever can' beswung forward for couveuience in entering the earriage or backward inthe'position forsteering andbraking.

The steering-lever is provided at this point.

- shaft.

with a rearwardly and downwardly extending pressurelfootj, bearin:against the uppcl; face of the pressure-disk k. The lower end of thethrust-rod is reduced in diameter and enters a bracket L, secured tothebottom of the vehicle-body. This reduced portion is squared and extendsout through the bracket to enter a corresponding opening formed in alever. the purpose of which will be explained hereinafter. A nut ka issecured to the lower end of said thrust-rod to hold the same rigidly inplace. A compression-spring M surrounds the thrust-rod and bears withits lower end against the bracket and with its upper end against thelower face of the pressure-disk, keeping the same in its normal orelevated position, the upper movement being limited by the bifurcatedport'ion of the thrnst-rod, which is larger than the opening in saiddisk. A bell-crank lever N is secured to the bottom'of the bodyAdirectly in rear of and in line with the center of the pressure-disk,one end thereof being pivotally connected to the pressure-disk, as at n,the other end thereof having pivotal connection with a down wardly andrearward inclined lever O. the rear end of which is secured to the'downwardly-disposed rock-arm p of a rock-shaft P, locatedV transverselyon the frame of the run ning-gear and jon rnaled in bearings p' securedtherelo. Upwardly-disposed rock-arms p' are forged or otherwise formedon the ends of this rock- Q represents bralte-pulleys secured to thedriving-shaft by means of keys or in any other practical manner, and qbandbrakes which encircle said pulleys and ar'e adapted tobedrawntightly around the same,

one end of said baudsbeing immpvably held i to the frame of therunning-gear, as at q', the

.other ends thereof being pivotall y connected to one end of rods q',which at their opposite ends are 'pivally connected to the rockarms p'.

- In applying the brakes the operator simply depresses the free end ofthe steering and brake lever, the pressure-foot of which will lower thepressure-disk, which in turn will swing the rock-arm p backwardlythrough the agency of the bell-crank lever'N and the lever O. Thiscauses the rock-arms p' to swing forwardly and by the connection of therods q' to the band-brakes will cause the same to be pulled tightlyaround the brake-pulleys Q; By this arrangement the vehicle can becohtrolled at 'any speed; i

The front'axle R isgrigid'ly secured to the frame of the runninggear andat its ends is' IIO bearings. Formed integrally with the bearing-boxes Sare the wheel-spindles or stubaxles T, on whichthe steering-wheelsrevolve,

and rearwardly-extending arms s', used for a,

purpose hereinafter described.

Underneath the vehicle-body and arranged i members of 'the clutches arearranged to turn with the shaft and slide tow-ard and from thebevel-gears by means of shifting-levers V, pivoted between their ends lot-he fioor of the vehicle,- as at '1). One endof these levers is yokedto 'embrace the sh-iftable members of the clutches, the other endsthereof having pivotal connection with a rod 12', pivotally connected atits center to a lever .112, secured to the lower end of the thrust-rodin the manner hereinbefore mentioned.

W represents a fiexible shaft having bevelgears w w' secnred to itsends. The bevelgear w is arranged to be in"con'tinnal mesh with thebevel'-gears f' o'f' the driving-shaft, "while the bevel-gear w' s incontinnal mesh 'with the bevel-gears u2 of the steering-shaft. The frontend of the fiexible shaft is supported in a hanger wg, secured to thefloor of the vehicle, and its rear end in a support or hanger ws,secured to the frame of the running-gear. This shaft can be curved andarranged in any manner to avoid comingin contact with other parts of themeehanism. It isinvaluable and especially adapted for vehic`les havingotherthan straight bottoms, such' as broughams, victorias, &c.

In mesh with the spiral gearuis agearsegment X','provided with arearwardly-extehding arm This segment is pivotally supported to the bodyA, as at so as to impart niovement to thearm a: in a direction oppositeto that received from the spiral gear.

Y represents a rod pivotally connected to the arm of the gear-segment ina manner to permit of Vertical and horizontal movement and which isinclined downwardly from the' same to the end of the arm s' of oneof thebearing-boxes S, at which point. it is also pivotally connected, so asto permit of Vertical and longitudinal movement. The arm s', to whichthe rod Y is connected, is longerjthan the arm 8' of the bearing-box;but both arms are pivotally connected together at an equal distance fromthe center of the bearing-boxcs by a rod Z.

The manner in which the vehicle is steered is as. follows: Thebevel-gear 'w being continually in mesh with the bevel-gears f' of thedriving-shaft revolves the flexibl'e shaft, which by means of thebevel-gear w' beingin `zoutinual mesh with the bevel-gears 'ucau'ses-therewith them to revolve so long as 'the motor is running. Thebevelgears M2, how ever, being loosely mounted on the shaft do notrevolve the sameuntil one of the shiftable members of the clntches whichare 'keyed to the shaft is engaged' with its coacting member formed onthe gear. When 'the steering-lever is in line withthe center of thevehicle, it is being propelled in a straight course; On shifting thesteering-lever in one direction the th rustrod K, which is bifnrcated atits upper end to receive the steering-lever, is made to turn This isdone without aifecting the braking meehanism, asa different movement isrequired to operate the same. The Iever 'v2 being secured to the lowerend of -the thrust-rod swings in an opposite direction to thesteering-lever and through the lagency of the rod 'v' causes theshifting-levers V to swing simultaneonsly in the same direction. of theclntches and moves the shift-able member. of the other clutch fartherout of en'- gagement. The'engagement ofthe one clutch' revolves theshaft in one direct-ion, which, through the medium of the spiralgear andgear-segmen t, swings the segiment-arm, which imparts motion to theirodY. This in turn causes the arms s', connected together by the rod Z, toturn the bea'ring-boxes S on the spindles 'r' and gives the.steering-wheels the desired turn. On swinging the steering-lever in thedirection opposite to that above described the clutch described above asengaged 'will become disengaged, while the clutch described asdisengaged will become engaged and the shaft thereby revolved in theopposite direction, which changes the direction of movement of thesegment-crm w, rod Y,- and arms s', when the steering-wheels are swungin the opposite direction.

`The' motor, gearing, and shafting are prefer'ably all inclosed; but tobetter illustrate the mechanism I have omitted all inclosures.

Having th us described my invention, what I claim isg 1. In amotor-vehicle the combination with the driving-shaft,` of shiftable.driving-gearing secured thereto, shifting-levers for effecting theshifting of said gearing, a. lever con- -necting'said shlfting-levers,and a control- This engages the members of one IOO IIO

opposite sides thereof, shift-able clutches held on said shaft andadapted to be engaged with said bevel-gears, bell-crank levers forshift- -ing said clutches, a centrally-pivoted and transversely-disposedlever connecting said bell-crank levers together, a rod or linkconnected at one end to said lever, and a trolling-lever in proximity tothe operator having connection with said rod or link, substantially asset forth 3. In a motor-vehicle, the combination with the motor-shaftha'ving a bevel-gear secured thereto, 'of a driving-shaft,`twobevel-gears loosely mounted thereon and being in continual mesh with theaforesaid bevel-gear at opposite sides thereof, shiftable ciutches heldon said shaft and adapted to be engaged with said bevel-gears,bell-crank levers for shifting said clutches, a centrallypivoted andtransversely-disposed lever connecting said bell-crank levers together,arod connected at one end to said lever and the end of one hellcranklever, a centraily-pivoted lever connected to the other end of said rod,and a controlling-lever pivotally secured to the side of the vehicle andh'aving connection with the last-mentioned lever in-a manner to permitof'vertical deflection of the vehicle lwithout imparting movement to thesame, as and for the purpose set forth.

4. In a motor-vehfcle, the combination with the driving-shaft, of ashaftoperated thereby, a steering-shaf t operated by the last-mentionedshaft, clutch-gearing securedto said steering-shaft whereby it iscansedto revolve in the desired direction, a steering-lever forcontrolling the clutch-gearing, and mechanism located between the sameand' the steering-wheels, substantial'ly as set forth.

5. In a motor-vehicle, the combination with the driving-shaft, of ashaft geared thereto, a steering-shaftgeared to said shaft,aste'ering-lever for controlling said steering-shaft,- a spiral gearsecured thereto, 'a gear-segment operated by said spiral gear,steering-knnckles ,carried on the front axle and having spindles orstub-alles on which the steering- Wheels revolve, and mechanismintermediate of said steering-knuckles and the gear-segment adapted toturn the steering-wheels and be operated by the gear-segment, as and forthe purpose described.

6. In a motor-vehicle, the combination'with the driving-shaft, of ashaft operated therebyand having a gear-wheel secured to its front end,a steering-shaft having two gear-Wheels loosely mounted thereon andengaging opposite sides of the aforesaid gear-wheel, a steering-lever inproximity to the operator, mechanism operated by the steerin'g-lever forcontrolling the direction in .which the steel-ingshaft is revolved, aspiral gear secured to the latter, a gear-segment having an armextendingtherefrom and pivotally supported to give said arm moveinent in adirection opposite to that received from the spiral gear,steeringknnckles carried by the front axle and having lateral-extendingwheel-'spindles or stubaxles formed thereon, rearwardly-extending 'armsformed on said steering-knuekles, a rod connecting said arms, 'and a rodconnecting one of said a-rms with the arm of the gearsegment, asar'd forth'e pnrpose desoribed.

7. In a motor-vehicle, the combination with the driving-shaft, of aflexible shaft geared thereto, a bevel-gear secured to its front end, asteering-shaft journaled in bearings and positioned at a right angle tosaid flexible, shaft, two bevel-gears loosely mounted on thestering-shaft and adapted to mesh with opposite sides of the bevel-gearsecured to the fiexible shaft, shiftable clutches adapted to en'gage thebevel-gears of the steering-shaft, shifting-levers for Operating saidclutches, a steering-lever in proximity to the operator, mechanismlocated between the steering-lever and the shifting-levers whereby thelatter are operated simultaneously in one direction, a spiral gearsecured to the steering-shaft, a gear-segment having an arln extendingthere*- from and being centrally pivoted to the vebicie-body,steeriug-knuckies carried by the front axle and having thewheel-spindles or stub-:txlefi` formed thereon,' rearwardly extendingarms formed integrally with said steering-knuckles, one of said armsbeing longer than the other, a md connecting said arms equidistant fromthe center of the steering-kn uckles, and a rod counectingthe longer armto the arm of the gear-segment in a manner to permit of verticalmovement without imparting movement to the steering-knuckles, as and forthe purpose described.

8. In a motor-vehicle.. the combination with the brake-pul'leys, of avertically-movable 'pressure-disk, a lever in proximity to the operatorauap'ted to operate said pressure-disk, and operating mechanismconnecting the brake-pulleys with said pressure-disk, substantially asset forth.

9. In a motor-vehicle, the'combination with' a steering-lever capable ofmovement on horizontal and Vertical planes and having operativeconnection with the steering-wheels which are turned by'moving saidlever on a horizontal plane, of a vertically-movable pressure-diskadapted to be operated by vert-ical movement of said steering-lever,brakopulleys for braking the vehicle, and operating mechanism betweensaid brake-pulleys and the ve'rtieally-movable pressure-disk,substantially as set forth.

I'lO

10. In a'motor-vehicle, the combination" with the steering-lever havingoperative connection with'the steering-wheels, of a vertii cQlly-movablepressure-disk operated by said steering-lever, brake-pulleys secured tothe driving-shaft, and operative mechanism connecting the brake-pulleyswith said pressuredisk, substantiaily as set forth.

11. In a motor vehicle, the combination with the brake-pulleys, of avertieally-movable pressure-disk, mechanism eonnecting saidpressure-disk with the brake-pulleys, a

thrust-rod passingthrough saidv pressure-I jdisk, a `spring surrondingsaid thrust-rod and bearing against the under side of the pressure-disk,mechanism conneeting the i steering-wheels withthe thrust-rod, and a''ste'ering-lever connected to said thrust-rod in a'ma'nner to permit of.turning the same i and also to permit of depressing,r the pressuredisk,suhstantiall y as set forth.

12. In a motor-vehicle, the combination With the driving-'shai'tj ofbrake-pulleys secured thereto, band-brakes adapted tofbe drawn tightlyaround said puileys, a rockshaft positioned transversely on the frame ofthe running-gear and journaled in bearin'gs secured thereto, rock-armsformed on said rock-shaf-t, rods connected'at one end to said rock-armsand at their other end's to the bandhrakes, a rock-arm formed on therock-shaft and disposed iu a direction opposite to the aforesaidrock-arms, a rod secured to said rock-arm, a brake-lever in proxiinityto the operator, and mechanism intermediate' of said rod and thebrake-lever whereby the movelnent of the latter is imparted to theformer, substantially as set forth.

13. In a motor-vehicle the combination with the driving-shaft, ofbrake-pulleys secured thereto, band-brakes adapted to. be drawn tightlyaround said pulleys, a rock.- shaft positioned transverisely on theframe of the running-gear and journaled in bearings sccured thereto,rock-arms formed on said rock-shaft, rods connected at one end to saidrock-arms and at their other ends tothe bandbrakes, a rock-arm forinedon the rock-shaft and disposed in a directiou opposite to'the aforesaidrock-arms, a rod secnred to said rock-arm, a bell-crank lever pivoted tothe vehicle-body and having pivotal connection with said rod, apressure-disk held normally in a position even with the floor of thevehicle and having the other end of the 'bell-crank' lever pivotail'yconnected thereto, a thrustrod passing through said pressure-disk andheld in a bracket securedI to the body, a bifurcated head formed on saidthrust-rod' and bearinr against the upper face of the pressure-disk, acompression-spring surroundling the thrust-rod to keep the pressure-diskelevated, a brake-lever pivotally held in the bifurcated head of thethrust-rod, and a pressure foot formed onthe lower end of thebrake-leverand adapted to depress the pressure-disk, substantially asset forth.

JAY W. FARNOFF.

Witnesses:

WM. J. BUDDENHAGEN, HARRY H.'WE1Ns'rooK.

